Gas-engine.



B. M. ASLAKSON.

GAS ENGINE.

APPLIQATION FILED DEO.14, 1905.

Patented July 21, 1914.

11 SHEETSSHEET 1.

N 5 "q; N 4

E O -e on N WI E5 5 E5 E L Z-"' /d c{9e,

B. M. ASLAKSON.

GAS ENGINE.

APPLICATION FILED DEG.14, 1905.

Patented July 21, 1914.

11 SHEETSSHEET 2.

. B. M.- ASLAKSON.

GA ENGINE.

APPLICATION FILED D50 4, 1005'.

Pafinted July 21, 1914.

I1 fiHEETS SHEET 3 B. M. ASLAKSON.

GAS ENGINE.

APPLICATION FILED DEO.14, 1905.

Patented July 21, 1914.

11 SHEETS-SHEET 4.

6 w M m m B. M. ASLAKSON.

GAS ENGINE. "sgrya APPLICATION FILED DEG.14,1905. 21, 11 SHEETSSHEET 6.

Q Y O 7" 00 M 4 W g m N Q N k R Q y R FQ n w i R .4 .2 b 3? i i L 5 s QQ L PS 5 R w R Q E/ 1 I H gm E 3 E 3 W. E55 5 B. ASLAKSON.

GAS ENGINE.

APPLICATION FILED nnoxm, 1905'.

Patented July 21, 1914.

11 SHEETS-SHEET 7.

B. M. ASLAKSON.

GAS ENGINE.

APPLICATION FILED DEO.14, 1905.

Patented July 21, 1914.

11 SHBETS SHEET 8.

E Z Q E ASLAKSON.

GAS ENGINE.

APPLICATION FILED DEG.14, 1905.

Patented July 21, 1914 11 SHEETS-SHEET 9.

ziiizk MEN B. M. ASLAKSON.

GAS ENGINE.

APPLIOATION FILED DEO.1 4, 1905.

, Patented July 21, 1914.

11 SHEETS-SHEET l0.

mama

HHIIIII vwemfoz Wibneooeo B. ASLAKS0N1 GAS ENGINE.

A 1 9 1 L 2 .Ww u d d e t .n 8 b a P Kw 0 9 1 4 1 0 E D D E L I I N o IT A G I L P P A ll SHEETS-SHEET 11.

I awuc n-l oz A O Gum Q! nuns 750466 BAXTER M. ASLAKSON, OF SALEM, OHIO.

GAS-ENGINE.

Specification of Letters Patent.

Patented July 21, 1914.

Application filed December 14, 1905. Serial No. 291,673.

To all whom it may concern Be it known that I, BAXTER M. AsmKsoN, acitizen of the United States. and resident of Salem, in the county ofGolumbiana and State. of Ohio. have invented certain new and usefullmprovements in Gas-Engines, of which the following is a specification.

The present invention relates to gas engines and particularly to thattype in which the air and gas is supplied under pressure to thecylinders of the engine.

The object of the invention is to provide a duplex engine of this typehaving the cylinders placed side by side and so arranged that the airused in one of the cylinders may be supplied by mechanism of theopposite engine. and vice versa.

A. 'urther object is to provide eilicient means for governing the supplyof gas to the engine according to its load so that the engine will runat a constant rate of speed.

and also to provide an engine that will operate with a high degree ofeconomy in fuel consumption and the mechanism of which will be simpleand compact for a given power developed.

.1 further object is to provide means whereby the burned cases may beall ejected From the engine cylinders so that the new fuel mixture willcontain none of the prod- Net's; oi. combustion resulting from theprevious charge.

Referring to the drawings which form part of this specification. Figure1 is a side view showing the general plan of construclli n up to theline a':2' and Fig.2 is aside view of the crank end of the engine; thedrawing being divided in order that the views might be made sutlicientlylarge so that the several parts may be clearly shown. Fig. 3 is a viewfrom the rear end. showing. t. 2 valve levers andgeneral arrangements cfparts. Fig. 4 is a side View showing the gas valves and conduit. and,governor in section. Fig. 5 is a side view of the crank end of theengine showing a continuation of the section through one of the mainhearing boxes and one of the power transmission shafts. Figs. 6 and 7,conjointly present a longitudinal view through one of the engines,showing the air and gas valves. main piston. air compressor piston.connecting rod and crank and their general relative proportions. Fig. 8is a cross sectional view through the crank casing, showing the twocranks and the main shaft bearings. Fig. 9 is a drawing on a reducedscale showing the bed plate of the engine with the air conduits thereinindicated by dotted lines. Fig. 10 is an end view of Fig. 9. Fig. 11 isa sectional end view of the opposite end of the bed plate. Fig. '12 is asectional view of the bed plate where the conduits cross each other.Fig. 13 is a cross sectional view of the bed plate on the line z-2 ofFig. 9. Fig. 14 is a side view of the exterior of the bed plate. F ig.15 is a diagrammatical plan view of the engine showing the transmissionshafts operated from the main shaft. whereby the valves and governor areoperated. Fig. 16 is a rear sectional view illustrating the camand'le'ver arrangement for operat ing: the gas inlet valves. Fig. 17 isa rear sectional view illustrating the cam and lover arrangement foroperating the air inlet valves. Fig. 18 is a perspective view of the camconstruction.

The engine is built so as to present substantially two similar partsconsisting of a cylinder, piston, connecting rod, etc. The engine is ofthe two cycle type and is so arranged that the air used in the cylindersis furnished by two air compressors which are built one for eachcylinder and so arranged that the air compressor adjacent to onecylinder furnishes the supply for the other cylinder. and vice versa.

Since the state of the art is such that engines of this character, andtheir parts are so well known, I will endeavor to describe theconstruction and operationiinas short :1 manner as possible, leavingthose parts which are well known to the art by simply stating them andwill endeavor to point out clearly the new features of construction andthe advantages. derived therefrom.

A indicates the bed plate (see Fig. 9) on which the cylinders and otherparts are mounted. The cylinders B and B are mounted directly over theconduits A and A. and are secured to the bed plate by stud bolts in theusual manner. The crank casing is mounted on the bed plate at A and A.so that the engine is entirely self contained. The cylinder B (see Fig.6) is provided with a chamber B which is located in the lower portionthereof. and act as a reservoir for the fuel gas. Surrounding thecylinder B are the usual water jackets B and B and the exhaust chamber13 which latter communicates with the interior of the cylinder by ports13, etc. The cylinder B, is also provided with a port B governed by avalve C, through which compressed air may be introduced into thecylinder chamber D, for the purpose of starting the engine.

A casting E forming the cylinder head is bolted to the cylinder and isprovided with the water jackets E and E surrounding two centrallydisposed valves, each of which is mechanically operated. The upper valveF controls the inlet of gas to the cylinder chamber D, and the lowervalveG controls the supply of air thereto. The valve F is held in a.removable casting F which is provided with the valve seat as shown, andby removing this casting, the valve G- may be removed by withdrawing itthrough the opening thus provided. The casting F is provided with anannular groove F in which is located a spring F 3 which bears againstthe casting at its lower end and against the plate F which is connectedto the valve rod F, at its upper end. This spring is normally undersufiicient tension to keep the valve F closed in opposition to the gaspressure in the chamber F. The nut-s F 7 and F are screwed on the end ofthe valve rod F so that when the casting F is removed, the valve F,etc., are removed with it. The valve G is held to its seat by the springH, which is set at sufiicient tension to keep it normally closed againstthe air pressure in the conduit I. The valves F and G are mechanicallyoperated by the levers J and K respectively. Connecting the castings Eand A, is a casting L which serves as an air conduit to convey the airfrom the conduit in the base plate A to the chamber E in the casting E.

In the cylinder 13 is a piston M having its end face conical in form,which end corresponds with the cone shaped opening E in the cylinderhead. This form assists in the distribution and exhaust of the gases.The piston rod M passesthrough a stuffing box N formed in the casting N,serving as a cylinder head N for the air compressor cylinder 0, and thegas compressing end D of the cylinder B. The casting Q, is provided withthe cylinder 0 in which is located the air compressor piston Q whichserves also as a cross head for the connecting rod R. The pistons M andQ are connectcd by the piston rod M and prdvision for their adjustmentrelative to each other is provided and consists of the screw thread MThe cylinder 0 is connected to the base A by the casting P which forms aconduit P to conduct the air to the conduit A in the base A. The castingQ is connected to the crank case S in which the crank T through thegearing W, W (see Figs. 4,

5 and 15) W and W to drive the governor and is geared also throughgearing W, W,

W, VV W to drive shaft W, on which the inlet valve cams X, X, Z and Zare mounted, shown in dotted .lines in Fig. 4.

Referring to Figs. 16, 17, and 18, the cams X and X operate the levers Kand K which open the air inlet valves of the opposing engines. The camsZ and Z shown in dotted lines in Fig. 4 operate the gas inlet valves Fon the engines. All of the said cams are mounted on and driven by theshaft W and the cams so adjusted that they will operate the valves ofthe two engines alternately as the engines pistons travel in oppositedirections relative to each other. The cams transmit the power to thelevers through the rods Y and Y and the lower ends of the said rods arebifurcated and provided with rollers Y and Y to prevent wear etc.

Driven by worm gear by the shaft W is a shaft a, provided witheccentrics a by means of which the spark contacts are operated bymovement transmitted through the rods (L2 to the spark plugs b.

Secured by bolts to the bed plate A and cylinders B and B is a casting dwhich is provided with chambers through which the air and gas flow ontheir way to the engine cylinder.

d, (Fig. 1) is the inlet for gas from the gas generator to the chamber(Z (see Fig. 4) whence it flows first. into the chamber cl on its way tochamber B into which it is drawn and then compressed by the piston M, aswill be hereinafter more fully set forth. The chamber 6Z is in opencommunication with he conduit I in the casting L through the branchedend of conduit A as is clear from Figs. 4;, 6, 9, and 10. The air isdrawn into this chamber and over to the air compressor of the otherengine, by the compressor piston by way of the conduit A shown in Figs.9 and, 10.

Fitted in the casting (Z is a cylinder which is provided with portswhich are controlled by the slide valve This valve controls the ingressof both the air and gas to the compressors but the gas is furthercontrolled by the governor valve 9 and inlet valve F as hereinafter setforth.

h and z are castings provided with a conduit it through which the gasflows to the valve F after passing the governor valve g.

The valve 9 is controlled by the governor which is driven from the gearWVfl and transmits its movements through the shaft .j to the governorballs which are suspended by bell crank levers la and k which arefulcrumed at k andk respectively, and in their outward movement drawdown the cap piece 70 by which the rod Z is depressed which in turnoperates the cylindrical slidingelement m which is provided with anannular groove m. The rod Z is connected to said element m by means of ashort cross rod Z which projects through slots Z Z as shown. Fitted inthe groove m is the end of a castingn which is mounted on a shaft 11/which in turn is supported by a bracket 0 mounted on .the casting of thecasing p.

Secured to the shaft 71. is an arm n in which is fitted a sliding-blockprovided with a threaded hole, in which engages a threaded rod supportedby said arm and having the hand'wheels n for raising or lowering theblock. Projecting from this block is a rod to which is fitted a castingwhich casting has provision for engaging the rod n which actuates therocker arm n which in turn operates the shaft n on which is mounted thearm a, which is in turn connected to the valverod g by means of the linka The drawing shows that the casting a, is supported near its upper endby the shaft n so that when the sliding block is lowered in saidcasting, a greater movement will be imparted to the rod n andconsequently the valve 9 may be varied in its lift by altering theposition of the block in the casting 11,. Now, since the valve when inits lowest position, rests on its seats, as shown, the governormechanism and sliding block must be set so that all the movement will besuch as to raise or lower the valve 9 above its seat to a variabledegree but must not at any time beset .to lower the valve 9 below itsseat.

The slide valve 6 is preferably made in two parts which are joined bythe rod g. It is actuated by the eccentric rod 1' which is driven by theshaft W. This valve is so proportioned and adjusted that in 1ts extremeposition toward the right, it Wlll open communication between the gasinlet chamber d and the chamber 03 and when the valve 9 is raised, as italways is to some deree when the engine is running, the gas ma o drawninto the chamber B (see Fig. 6 which is inopen communication with the'chamber'al shown in Fig. i, and the air port d is also open fromchamber (i to (i When the valve 6 isin its extreme osition to the left,the air portd is close gas port d. The relative positions-will bedescribed in the operation hereinafter.

1., indicates hand pole plates for purposes of inspection, oiling,etcl,u is a casting which is bolted to the base A. and is provided withand also the lugs to *from which the levers K and K are supported, alsothe end of the shaft W is supported thereby and the cross shaft a issupported in such a manner that it may be rotated in its hearings tooperate the eccentrics thereon.

The hand-wheel o, is provided with a threaded stem whichengages theinternally threaded hub o secured to the casting u, and the inner end ofsaid stem abuts the end of shaft W, on which is secured the wormwheel '0for rotating the shaft (1, which actuates the spark-contacts aspreviously described. The shaft W during its rotation has an endwisethrust due to the worm gearing thereon which normally retains it againstthe stem, and by the rotation of the handwheel in opposite directionsthe shaft may be longitudinally moved backward or forward,

which motion produces an independent adjusting movement of the shaft aabout its axis by means of the worm gearing to advance or retard thetime of ignition.

The drawings are reduced drawings from the working plans and a littlecare in comparing the several views will give a Clear conception of theconstruction of the engine as a whole.

In describing the operation of the engine as a unit I will designate thenear engine as No. 1, and the opposite engine as'No. 2.

The drawings show the engines with their pistons at half stroke, and theslide valves 0 are consequently in the positions shown. As-

suming therefore, that the slide valves 6 of engine No. 1 and No. 2 arein the positions shown in the drawing and that the piston of engine No.1 is traveling forward on its power stroke and the piston of No. 2 isreturning on its compression stroke, it will be seen that the valves 6are closed against the admission of both air and gas and consequentlythe exit thereof through said valves:

We will now follow the admission of both the air and gas from theatmosphere and the gas producer respectively, to the air and gascompressors and thence to the engine cylinders, and the relativepositions of the working pistons to the slide valves 6. is firstadmitted to the engine through the [he gas 1 I inlet d, (see Fig. 1) tothe chamber d, (see I Fig. 4) and thence through the ports d to thechamber. 0i when the slide valve '6 has traveled to the rightsufiiciently to open the I same, and thence by the valve 9 when the sameis llfted, as it is when the engine is running to a more or-less degreeas more fully or bed to the chamber d and through the ports (Z to thechamber (1 whence it is drawn by engine NOLWQ, by. way of the conduit A(see Fig. 9) to the air compressor of the engine, and then compressed bythe return stroke (the valve 6 being closed in the meantime) into theairconduit I of engine No. 1,

(see Fig. 6) to the valve G, which opens just as the piston M is endingits power stroke and admits the air which sweeps the burned gases fromthe cylinder through the exhaust ports B to the atmosphere. Immediatelyafter the air is admitted to the cylinder chamber D the gas is admittedthrough the valve F, and the air and gas are mixed together to form thenew charge to be compressed by the return stroke and again ignited forthe power stroke. The gas is usually compressed to a slightly greaterdegree than the air to prevent any possibility of the air flowing intothe gas conduit F 6 when both valves are open at the same time.

It will be noted that when the admission for the gas is opened, thecylinder is, already filled with air at a certain pressure andthereafter the air and gas are admitted simultaneously. It will beclear, therefore, that a comparatively small volume of gas can beintroduced into the cylinder and may, therefore, be under considerablepressure. I The slide valves 6 perform the same function that would beperformed by a check valve'placed in the suction of the air inlet, butit is much more positive in its action as it is driven I mechanically intimed relation to the movement of the piston, and cannot stick and doesnot make the noise in operation that the check valves would make.

It is evident that the governing of an engine of this type must befairly close, especially if the same is used to drive a dynamo forfurnishing light, and this has been accomplished by the use of abalanced cylinder valve, one of which is located in the gas conduit ofeach engine. These valves, lettered g on the drawing and particularlyshown in Fig. 4 are each governed by the governor, through theinstrumentalities before described. This valve serves two functions,first, that of throttling the gas on its way to the gas compressor, andsecond, that of throttling the gas on its way fromthe gas compressor tothe cylinder.

mo ass? Assuming that the engines are working above the speed at whichthe governor is set to maintain them, the valve 9 would be almost closedas shown in the drawings, and therefore the gas compressor piston couldnot draw in a full supply of gas, due to the throttling action of the.valve operated by the governor, and also the gas from the gas chamber Bcould not flow freely to the valve F, even though the gas compressor haddrawn a full charge of gas into the compressor.

Neither the air nor gas can be compressed in their respective chambersabove a predetermined pressure for the reason that as the slide valve eopens, if the pressure in the said chambers is higher than that in thegas producer or the atmosphere, as the case may be, the ,pistons willnot draw any fur-- ther charge 1n the compressors, but will simply drawthe previous volume into the compressors again, and this would continueso long as no gas passed the valve 9 which might be closed due to ahigher speed than the governor was set for.

The whole construction is simple and durable, and the engine which has.been built and is now running, demonstrates its practicability andeconomy.

It will be understood that the engines are duplicates of each'other sofar as their operation is concerned but that they work alternately; thatis to say that when one of the 1 engines is'making its power stroke, theother is making its compression stroke, and that therefore the valvesare set to operate the respective engines to accomplishthis result.

Having thus described my invention, what I desire to secure by LettersPatent of the i United States is,

1. In a gas engine, two parallel combustion cylinders each providedwitha' piston, and 7 means adapted to transmit the power generated insaid cylinders to a main shaft, two gas compressors, two air compressorcylinders placed side by side and rigidly connected with said combustioncylinders, said air compressors, each being provided with a pistonworking in unison with one of the pistons in the combustion cylinders inalinement therewith and means for adjusting the distance between thepiston in the combustion cylinder and the'piston in the gas compressor,said air compressor piston serving as a cross-head, and meansforadmitting first air and then gas to said combustion cylinders, saidcombustion cylinder pistons being adapted to operate alternately intheir power stroke, and valves governed by the governor of the engineand located one in each of the gas conduits and adapted to control thegas to the gas compressors and from the gas compressors to the saidcombustion pair of parallel cylinders arranged side by side, aircompressors and gas compressors formed adjacent to the ends of each ofsaid cylinders, said air compressors comprising a piston which works inunison with one of the pistons in the combustion cylinders and inalinement therewith, said air compressor pistons serving as cross headsfor the engine, means for regulating the distance between the piston inthe combustion chamber and the piston in the air compressor cylinder andindependent conduits connecting the compression chamber of each cylinderwith the inlet port of the combustion chamber of that cylinder, andconnecting the compressor of each cylinder with the air inletport of thecombustion chamber of the other cylinder.

3. In an internal combustion engine, a workingcylinderhaving its outerend adapt ed to serve as a combustion chamber, an air compressor formedat the end of the cylinder opposite to the combustion chamber, means forseparating the working cylinder from the air compressor, a gascompression chamber, a piston provided with a cone shaped facecorresponding with the gas compression chamber, said air compressorcomprising a piston working in unison with the piston in the combustionchamber and in alinement therewith, said air compressor piston servingas a cross-head, and means for admitting first air and then gas to saidcylinder, and means adapted to govern the amount of gas admitted to thegas compres sion chamber, and the amount of gas flowing from the gascompression chamber for the purpose set forth.

4-. In combination, two parallel working cylinders each having acone-shaped piston, operating therein, gas compression chambers in whichgas is compressed during the working stroke of its piston formed in oneend of each cylinder respectively, air compression chambers in which airis compressed during the return stroke of its piston formed at theopposite end of said cylinders respectively, means for separating saidair compression chambers from said working cylinders, each compressionchamber being provided with a piston rigidly connected to and working inunison with the pistons in said working cylinder, means for deliveringsaid air and gas to the combustion chamber of its cylinder, the gascompressed in the gas compression chamber of that cylinder and the aircompressed in the air compression chamber of the other cylinder, a val efor each of said engines, each valve permitting the admission of gas tothe gas compression chamber of the one cylinder and the admission of airto the air compress-ion chamber of the other cylinder and conduitslocated immediately beneath said cylinders between the compressionchamber and combustion chamber of the opposite cylinder respectively.

5. In combination, two working cylinders, one end of each being adaptedto serve as a combustion chamber and the opposite end thereof adapted toserve as a compression chamber, means for separating the combustionchambers and the compression chambers, each of said'compression chambersbeing provided with an exhaust port and an independent air and gas inletport, a piston operating in each working cylinder and a piston workingin each compression chamber connected'to the pistons in the workingcylinder, means for regulating the distance between said pistons, andinde endent conduits located beneath the cylinders for connecting thecompression chamber of each cylinder with the inlet port of thecombustion chamber of that cylinder and connect- .85

ing the compressor of each cylinder with the air inlet port of thecombustion chamber of the other cylinder.

6. In con' binat-ion, two working cylinders, each provided with acone-shaped cylinderhead forming a combustion chamber, pistons providedwith a cone-shaped face operating therein, an air compression chamber inalinement with said combustion chamber and means for separating saidwork cylinder and air compression chamber comprising a. stuffing-boxsecured to the cylinder, piston in the air compression chamber rigidlyconnected with the piston in the working cylinder, and means forconducting the air from the compression chamber to the combustionchamber, as and for the purpose set forth.

7. In combination, a gas engine comprisin two portions, each having aworking cylinder, a piston provided with a cone-shaped surface operatingtherein, air compression chambers adjacent to the working cylinder andseparated therefrom by means comprising a stuffing box secured to saidworking cylinder, means for delivering to the combustion chamber of eachcylinder, the gas compressed by the compressor adjacent to said cylinderand the air compressed by the compressor adjacent to the other cylinder,a governor, and two slide valves operated by the governor, each slidevalve serving to control the admission of air to one of the aircompressors and the admission of gas to one of the gas compressors.

8. In an internal combustion engine, a bed plate having conduits formedtherein, two working cylinders having independent gas and air inletports secured immediately over the conduits in said bed plate, valvescontrolling said )orts, a piston operating within said cylinder, aircompressors formed at one end of said cylinders, a partition dividingsaid working cylinders from said air compressors, a piston operatingwithin said cylinder and pistons operating within said air compressorsand connected to said first mentioned pistons, a shaft intermediate saidcylinders and means in engagement with said shaft for operating saidpistons.

9. In combination, two horizontally disposed parallel working cylinders,two gas compression chambers formed at one end of said workingcylinders, one associated with each Working chamber, two air compressionchambers formed at the o posite end of said working chambers from t e ascompression chambers, one associated wit each working chamber, a pistonin each working chamber, means whereb gas is compressed in the gascompression cliamber during one stroke of the corresponding piston andwhereby air is compressed the air compression chamber during the returnstroke of the piston, conduits provided beneath the working chambers fordelivering to each combustion chamber the gas compressed in thecorresponding gas compression chamber and the air compressed in the aircompression chamber asso-' ciated with the other cylinder, and a valveadapted to open so as to admit substantially simultaneously the air toone air compression'chamber and the gas to the other gas compressionchamber.

10. In combination, two horizontally disposed parallel working chambers,two gas compression chambers provided with a cupshaped end surface, oneassociated with each working chamber, two air compression chambersformed at the opposite end of the working chamber, from the gascompression chambers, one associated with each Working chamber, apartition comprising a piston stufling-box rigidly secured to the end'of the working chamber and separating the air compression chambers fromthe working chambers, a piston in each working chamber, a pistonin eachair compression chamber working in unison with the pistons in theworking chambers and in alinementtherewith, means whereby gas iscompressed in the compression chamber during one stroke of thecorresponding piston and means whereby the air is compressed in the aircompression chamber during the return stroke of the piston, conduitsformed in the engine bed beneath the working chambers for delivering toeach combustion chamber the gas compressed in the corresponding aircompression chamber, associated with the other cylinder, two slidingvalves, each sliding valve serving to control the admission of the airto the air compression chamber side and generate power, the oppositeside 1 of which is arranged to compress gas at a pressure above that ofthe atmosphere, air compressor pistons rigidly connected to the firstnamed piston'by an intermediate adjustable piston rod, means forconducting to each working chamber associated therewith, and the aircompressed in the air compression chamber associated with the otherWorking chamber, as and for the purpose set forth,

12. In a gas engine, two parallel combustion cylinders, each provided atone end with a gas compression chamber and at the opposite end withanair compression chamber, a piston provided with a cone-shaped facearranged, one in each of said working cylinders, a piston arranged onein each of said air compressors, means for connecting the pistons in theair compressors with the piston in the working chamber, a valve for eachof said cylinders, each valve permitting the admission of gas to theworking cylinder, to the gas compression chamber of the one workingcylinder and the admission of air to the air compression chamber of theother working cylinder, substantially as described.

13. In an engine, a crank shaft, two working cylinders, each providedwith a gas compression chamber, pistons for said cylinders, an aircompressor connected to each of said pistons, a slide valve operatedfrom said crank shaft for each of said cylinders, ducts connecting eachof said valves with the gas compressionchamber and air compressor of itsadjacent cylinder, and ducts connecting each valve with 'the gasadmission valve of the adjacent cylinder and the air admission valve ofthe opposite cylinder.

Signed at Salem in the county of Columbiana and State of Ohio this 22ndday of November A. D. 1905.

BAXTER M. ASLAKSON.

Witnesses:

Geo. S. COOPER, HERBERT BONSALL.

